US10778100B2 - Power supply device - Google Patents

Power supply device Download PDF

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US10778100B2
US10778100B2 US16/166,828 US201816166828A US10778100B2 US 10778100 B2 US10778100 B2 US 10778100B2 US 201816166828 A US201816166828 A US 201816166828A US 10778100 B2 US10778100 B2 US 10778100B2
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boost converter
drive mode
resonance frequency
variable frequency
load
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US20190123651A1 (en
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Daigo Nobe
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Toyota Motor Corp
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Toyota Motor Corp
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1584—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R23/00—Arrangements for measuring frequencies; Arrangements for analysing frequency spectra
    • G01R23/02—Arrangements for measuring frequency, e.g. pulse repetition rate; Arrangements for measuring period of current or voltage
    • G01R23/15—Indicating that frequency of pulses is either above or below a predetermined value or within or outside a predetermined range of values, by making use of non-linear or digital elements (indicating that pulse width is above or below a certain limit)
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/14—Estimation or adaptation of motor parameters, e.g. rotor time constant, flux, speed, current or voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • H02P27/14—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation with three or more levels of voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/42—Voltage source inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B70/00—Technologies for an efficient end-user side electric power management and consumption
    • Y02B70/10—Technologies improving the efficiency by using switched-mode power supplies [SMPS], i.e. efficient power electronics conversion e.g. power factor correction or reduction of losses in power supplies or efficient standby modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present disclosure relates to a power supply device and more specifically relates to a power supply device including a plurality of boost converters that are connected in parallel to each other and that are configured to transmit electric power with conversion of a voltage between a power storage device side and an electric load side.
  • a proposed configuration of a power supply device mounted on a vehicle includes two boost converters that are connected in parallel to each other and that are placed between a battery and a motor for driving (as described in, for example, JP 2010-104139A).
  • This device uses the two boost converters with switching over the drive mode between a mode in which only one boost converter is driven and a mode in which two boost converters are driven.
  • the two boost converters when the two boost converters have identical characteristics or more specifically when reactors respectively included in the two boost converters have identical inductances, the two boost converters have identical resonance frequencies.
  • a load variable frequency of the motor is equal to the resonance frequencies of the two boost converters, in the drive mode that drives only one boost converter, resonance occurs whether only the first boost converter is driven or only the second boost converter is driven.
  • a power supply device of the present disclosure mainly aims to suppress the occurrence of resonance with a load variable frequency of an electric load.
  • the power supply device of the present disclosure employs the following configuration.
  • the present disclosure is directed to a power supply device.
  • the power supply device includes a power storage device, a first boost converter provided to include a first reactor of a first inductance and configured to transmit electric power with conversion of voltage between the power storage device side and an electric load side, a second boost converter provided to include a second reactor of a second inductance, connected in parallel to the first boost converter relative to the electric load, and configured to transmit electric power with conversion of voltage between the power storage device side and the electric load side, a capacitor mounted on the electric load side of the first boost converter and the second boost converter and a control device configured to control the first boost converter and the second boost converter.
  • the second inductance is different from the first inductance.
  • the power supply device of this aspect is equipped with the first boost converter configured to transmit power with conversion of voltage between the power storage device side and the electric load side and with the second boost converter connected in parallel to the first boost converter relative to the electric load.
  • the second inductance of the second reactor included in the second boost converter is different from the first inductance of the first reactor included in the first boost converter.
  • the first boost converter and the second boost converter accordingly have different resonance frequencies. This configuration can use the boost converter that does not cause resonance with the load variable frequency of the electric load. As a result, this suppresses the occurrence of resonance with the load variable frequency of the electric load.
  • FIG. 1 is a configuration diagram illustrating the schematic configuration of an electric vehicle with a power supply device according to one embodiment of the present disclosure mounted thereon;
  • FIG. 2 is a configuration diagram illustrating the schematic configuration of an electric drive system including a motor
  • FIG. 3 is a flowchart showing one example of a drive mode permission/prohibition routine performed by an electronic control unit
  • FIG. 4 is a diagram illustrating one example of a relationship of an electric sixth-order variable frequency to a motor rotation speed when the motor is a 4 pole-pair motor.
  • FIG. 1 is a configuration diagram illustrating the schematic configuration of an electric vehicle 20 with a power supply device according to one embodiment of the present disclosure mounted thereon.
  • FIG. 2 is a configuration diagram illustrating the schematic configuration of an electric drive system including a motor 32 .
  • the electric vehicle 20 of the embodiment includes a motor 32 , an inverter 34 , a battery 36 as a power storage device, first and second boost converters 40 and 41 , and an electronic control unit 70 .
  • the battery 36 , the first and second boost converters 40 and 41 and the electronic control unit 70 correspond to the power supply device according to the embodiment.
  • the motor 32 is configured as, for example, a synchronous generator motor and includes a rotor connected with a driveshaft 26 that is coupled with drive wheels 22 a and 22 b via a differential gear 24 .
  • the inverter 34 is connected with the motor 32 and with high voltage-side power lines 42 .
  • the electronic control unit 70 performs switching control of a plurality of switching elements (not shown) included in the inverter 34 , so as to rotate and drive the motor 32 .
  • a capacitor 46 for smoothing is mounted to a positive electrode line and a negative electrode line of the high voltage-side power lines 42 .
  • the battery 36 is configured as, for example, a lithium ion rechargeable battery or a nickel metal hydride battery and is connected with low voltage-side power lines 44 as second power lines.
  • a system main relay 38 configured to connect and disconnect the battery 36 and a capacitor 48 for smoothing are mounted in this sequence from the battery 36 -side to a positive electrode line and a negative electrode line of the low voltage-side power lines 44 .
  • the first boost converter 40 is connected with the high voltage-side power lines 42 and with the low voltage-side power lines 44 and is configured as a known step-up/down converter including two transistors T 11 and T 12 , two diodes D 11 and D 12 and a reactor L 1 .
  • the transistor T 11 is connected with the positive electrode line of the high voltage-side power lines 42 .
  • the transistor T 12 is connected with the transistor T 11 and with the negative electrode lines of the high voltage-side power lines 42 and of the low voltage-side power lines 44 .
  • the reactor L 1 is connected with a connection point between the transistors T 11 and T 12 and with the positive electrode line of the low voltage-side power lines 44 .
  • the electronic control unit 70 regulates the rate of ON time of the transistors T 11 and T 12 of the first boost converter 40 , so that the first boost converter 40 supplies the power of the low voltage-side power lines 44 to the high voltage-side power lines 42 with stepping up the voltage of the power, while supplying the power of the high voltage-side power lines 42 to the low voltage-side power lines 44 with stepping down the voltage of the power.
  • a resonance frequency fc 1 of the first boost converter 40 may be calculated by using an inductance L 1 of the reactor L 1 of the first boost converter 40 and an electrostatic capacitance C of the capacitor 46 mounted to the high voltage-side power lines 42 according to Expression (1) given below:
  • the second boost converter 41 is configured as a boost converter having the same performance as that of the first boost converter 40 within a manufacturing error and the like. More specifically, like the first boost converter 40 , the second boost converter 41 is connected with the high voltage-side power lines 42 and with the low voltage-side power lines 44 and is configured as a known step-up/down converter including two transistors T 21 and T 22 , two diodes D 21 and D 22 and a reactor L 2 .
  • the electronic control unit 70 regulates the rate of ON time of the transistors T 21 and T 22 of the second boost converter 41 , so that the second boost converter 41 supplies the power of the low voltage-side power lines 44 to the high voltage-side power lines 42 with stepping up the voltage of the power, while supplying the power of the high voltage-side power lines 42 to the low voltage-side power lines 44 with stepping down the voltage of the power.
  • a resonance frequency fc 2 of the second boost converter 41 may be calculated according to Expression (2) given below, and a resonance frequency fc 3 in the case where both the first boost converter 40 and the second boost converter 41 are driven may be calculated according to Expression (3) given below:
  • the electronic control unit 70 is configured as a CPU-based microprocessor and includes a ROM configured to store processing programs, a RAM configured to temporarily store data, a non-volatile flash memory and input/output ports, in addition to the CPU, although not being illustrated.
  • signals from various sensors are input into the electronic control unit 70 via the input port.
  • the signals input into the electronic control unit 70 include, for example, a rotational position ⁇ m from a rotational position detection sensor 32 a configured to detect the rotational position of the rotor of the motor 32 and phase currents Iu and Iv from current sensors configured to detect electric currents flowing in the respective phases of the motor 32 .
  • the input signals also include a voltage Vb from a voltage sensor 36 a mounted between terminals of the battery 36 , an electric current Ib from a current sensor 36 b mounted to an output terminal of the battery 36 , and a battery temperature Tb from a temperature sensor 36 c mounted to the battery 36 .
  • the input signals additionally include a voltage VH of the high voltage-side power lines 42 (capacitor 46 ) from a voltage sensor 46 a mounted between terminals of the capacitor 46 and a voltage VL of the low voltage-side power lines 44 (capacitor 48 ) from a voltage sensor 48 a mounted between terminals of the capacitor 48 .
  • the input signals further include electric currents IL 1 and IL 2 of the reactors L 1 and L 2 from current sensors 40 a and 40 b configured to detect electric currents flowing in the reactors L 1 and L 2 of the first and the second boost converters 40 and 41 and temperatures tc 1 and tc 2 of the first and the second boost converters 40 and 41 from temperature sensors 40 b and 41 b mounted to the first and the second boost converters 40 and 41 .
  • the input signals also include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 configured to detect an operating position of a shift lever 81 .
  • the input signals further include an accelerator position Acc from an accelerator pedal position sensor 84 configured to detect a depression amount of an accelerator pedal 83 , a brake pedal position BP from a brake pedal position sensor 86 configured to detect a depression amount of a brake pedal 85 , and a vehicle speed V from a vehicle speed sensor 88 .
  • various control signals are output from the electronic control unit 70 via the output port.
  • the signals output from the electronic control unit 70 include, for example, switching control signals to the plurality of switching elements included in the inverter 34 , switching control signals to the transistors T 11 and T 12 of the first boost converter 40 , switching control signals to the transistors T 21 and T 22 of the second boost converter 41 , and a drive control signal to the system main relay 38 .
  • the electronic control unit 70 calculates an electrical angle ⁇ e and a rotation speed Nm of the motor 32 , based on the rotational position ⁇ m of the rotor of the motor 32 from the rotational position detection sensor 32 a.
  • the electronic control unit 70 calculates a state of charge SOC of the battery 36 , based on an integrated value of the electric current Ib of the battery 36 from the current sensor 36 b .
  • the electronic control unit 70 also calculates input and output limits Win and Wout that denote maximum allowable powers to be charged into and discharged from the battery 36 , based on the calculated state of charge SOC and the battery temperature Tb from the temperature sensor 36 c mounted to the battery 36 .
  • the state of charge SOC herein denotes a ratio of the capacity of electric power dischargeable from the battery 36 to the overall capacity of the battery 36 .
  • the electronic control unit 70 first sets a required torque Td* that is required for driving (required for the driveshaft 26 ), based on the accelerator position Acc and the vehicle speed V, and multiplies the required torque Td* by a rotation speed of the driveshaft 26 to set a load power Pm which the motor 32 is required to output for driving.
  • the electronic control unit 70 subsequently sets a torque command Tm* such that the load power Pm is output from the motor 32 .
  • the electronic control unit 70 then performs switching control of the switching elements included in the inverter 34 , such as to output the torque command Tm*.
  • the electronic control unit 70 also sets a target voltage VH* of the high voltage-side power lines 42 , based on the torque command Tm*, and controls the first boost converter 40 and the second boost converter 41 to supply the load power Pm to the inverter 34 with stepping up the voltage of the power from the battery 36 to the target voltage VH*.
  • the first boost converter 40 and the second boost converter 41 are controlled in a range of an allowed drive mode. When the load power Pm has a small value, only one boost converter is driven out of the first boost converter 40 and the second boost converter 41 . When the load power Pm has a large value, on the other hand, both the first boost converter 40 and the second boost converter 41 are driven.
  • a mode in which only the first boost converter 40 is driven is specified as first drive mode.
  • a mode in which only the second boost converter 41 is driven is specified as second drive mode.
  • a mode in which both the first boost converter 40 and the second boost converter 41 are driven is specified as third drive mode.
  • FIG. 3 is a flowchart showing one example of a drive mode permission/prohibition routine performed by the electronic control unit 70 . This routine is performed repeatedly at every predetermined time interval (for example, at every several tens msec).
  • the electronic control unit 70 first calculates a load variable frequency fm of the motor 32 (step S 100 ).
  • a procedure of calculating the load variable frequency fm of the motor 32 specifies in advance a relationship between the rotation speed Nm and the load variable frequency fm of the motor 32 , stores the specified relationship as a load variable frequency setting map, and reads a value of the load variable frequency fm corresponding to a given rotation speed Nm of the motor 32 from the map.
  • FIG. 4 shows one example of a relationship of an electric sixth-order variable frequency to the motor rotation speed Nm when the motor 32 is a 4 pole-pair motor.
  • the load variable frequency fm of the motor 32 is the electric sixth-order variable frequency. As shown in FIG. 4 , the electric sixth-order variable frequency linearly changes against the rotation speed Nm of the motor 32 . Accordingly, the load variable frequency fm is unequivocally determined against the rotation speed Nm of the motor 32 .
  • the electronic control unit 70 subsequently calculates the resonance frequencies fc 1 , fc 2 and fc 3 in the respective drive modes of the first boost converter 40 and the second boost converter 41 (step S 110 ).
  • the resonance frequency fc 1 in the first drive mode i.e., mode in which only the first boost converter 40 is driven
  • the resonance frequency fc 2 in the second drive mode i.e., mode in which only the second boost converter 41 is driven
  • the resonance frequency fc 3 in the third drive mode i.e., mode in which both the first boost converter 40 and the second boost converter 41 are driven
  • Expression (3) is calculated according to Expression (3) given above.
  • the electronic control unit 70 subsequently determines whether a difference between the load variable frequency fm and the resonance frequency fc 1 in the first drive mode (i.e., an absolute value of a difference by subtracting the resonance frequency fc 1 from the load variable frequency fm) is less than a threshold value ⁇ (step S 120 ).
  • the threshold value ⁇ herein denotes a criterion value used to determine whether the load variable frequency fm is coincident with the resonance frequency fc 1 and is set to a small positive value. More specifically, when the difference between the load variable frequency fm and the resonance frequency fc 1 in the first drive mode is less than the threshold value ⁇ , employing the first drive mode to control the first boost converter 40 and the second boost converter 41 causes resonance.
  • the electronic control unit 70 determines that driving the first boost converter 40 and the second boost converter 41 in the first drive mode causes resonance and thereby prohibits the first drive mode while permitting the second drive mode and the third drive mode (step S 130 ), before terminating this routine. Accordingly, when the load power Pm has a small value, the control of the first boost converter 40 and the second boost converter 41 drives only the second boost converter 41 . When the load power Pm has a large value, on the other hand, the control of the first boost converter 40 and the second boost converter 41 drives both the first boost converter 40 and the second boost converter 41 . This configuration suppresses resonance caused by driving the first boost converter 40 and the second boost converter 41 in the first drive mode.
  • the electronic control unit 70 subsequently determines whether a difference between the load variable frequency fm and the resonance frequency fc 2 in the second drive mode (i.e., an absolute value of a difference by subtracting the resonance frequency fc 2 from the load variable frequency fm) is less than the threshold value ⁇ (step S 140 ).
  • the electronic control unit 70 determines that driving the first boost converter 40 and the second boost converter 41 in the second drive mode causes resonance and thereby prohibits the second drive mode while permitting the first drive mode and the third drive mode (step S 150 ), before terminating this routine. Accordingly, when the load power Pm has a small value, the control of the first boost converter 40 and the second boost converter 41 drives only the first boost converter 40 . When the load power Pm has a large value, on the other hand, the control of the first boost converter 40 and the second boost converter 41 drives both the first boost converter 40 and the second boost converter 41 . This configuration suppresses resonance caused by driving the first boost converter 40 and the second boost converter 41 in the second drive mode.
  • the electronic control unit 70 subsequently determines whether a difference between the load variable frequency fm and the resonance frequency fc 3 in the third drive mode (i.e., an absolute value of a difference by subtracting the resonance frequency fc 3 from the load variable frequency fm) is less than the threshold value ⁇ (step S 160 ).
  • the electronic control unit 70 determines that driving the first boost converter 40 and the second boost converter 41 in the third drive mode causes resonance and thereby prohibits the third drive mode while permitting the first drive mode and the second drive mode (step S 170 ), before terminating this routine. Accordingly, the control of the first boost converter 40 and the second boost converter 41 drives only one of the first boost converter 40 and the second boost converter 41 , irrespective of the magnitude of the load power Pm. This configuration suppresses resonance caused by driving the first boost converter 40 and the second boost converter 41 in the third drive mode.
  • step S 160 When it is determined at step S 160 that the difference between the load variable frequency fm and the resonance frequency fc 3 in the third drive mode is equal to or greater than the threshold value ⁇ , the electronic control unit 70 determines that no resonance occurs and permits all the drive modes (step S 180 ), before terminating this routine. Accordingly, when the load power Pm has a small value, the control of the first boost converter 40 and the second boost converter 41 drives only one of the first boost converter 40 and the second boost converter 41 . When the load power Pm has a large value, on the other hand, the control of the first boost converter 40 and the second boost converter 41 drives both the first boost converter 40 and the second boost converter 41 .
  • the power supply device mounted on the electric vehicle 20 of the embodiment described above employs different settings for the inductance L 1 of the reactor L 1 of the first boost converter 40 and for the inductance L 2 of the reactor L 2 of the second boost converter 41 .
  • This configuration enables the boost converters to be driven without causing resonance with the load variable frequency fm of the motor 32 . More specifically, the power supply device calculates the load variable frequency fm and the resonance frequencies fc 1 , fc 2 and fc 3 in the respective drive modes. When the difference between the load variable frequency fm and the resonance frequency fc 1 in the first drive mode is less than the threshold value ⁇ , the power supply device prohibits the first drive mode, while permitting the second drive mode and the third drive mode.
  • the power supply device prohibits the second drive mode, while permitting the first drive mode and the third drive mode.
  • the power supply device prohibits the third drive mode, while permitting the first drive mode and the second drive mode.
  • the power supply device permits all the drive modes. As a result, this configuration suppresses resonance with the load variable frequency fm of the motor 32 .
  • the power supply device mounted on the electric vehicle 20 of the embodiment determines whether the difference between the load variable frequency fm and the resonance frequency fc 1 in the first drive mode is less than the threshold value ⁇ .
  • the power supply device subsequently determines whether the difference between the load variable frequency fm and the resonance frequency fc 2 in the second drive mode is less than the threshold value ⁇ .
  • the power supply device When the difference between the load variable frequency fm and the resonance frequency fc 2 in the second drive mode is equal to or greater than the threshold value ⁇ , the power supply device subsequently determines whether the difference between the load variable frequency fm and the resonance frequency fc 3 in the third drive mode is less than the threshold value ⁇ .
  • the sequence of the determinations of whether the differences between the load variable frequency fm and the respective resonance frequencies fc 1 , fc 2 and fc 3 in the respective drive modes are equal to or greater than the threshold value ⁇ is, however, not limited to the sequence of the first drive mode, the second drive mode and the third drive mode but may be any sequence.
  • the power supply device mounted on the electric vehicle 20 of the embodiment employs the identical value ⁇ for the respective drive modes as the threshold value used to determine whether the load variable frequency fm is coincident with the resonance frequency fc 1 , fc 2 or fc 3 in each of the drive modes.
  • different values ⁇ 1 , ⁇ 2 and ⁇ 3 may be employed as threshold values for the respective drive modes.
  • the power supply device mounted on the electric vehicle 20 of the embodiment is equipped with two boost converters having different characteristics (different inductances of reactors), i.e., the first boost converter 40 and the second boost converter 41 .
  • the power supply device may be equipped with three or more boost converters having different characteristics.
  • the power supply device mounted on the electric vehicle 20 of the embodiment uses one battery 36 as a power storage device.
  • the power storage device may be a capacitor used in place of the battery 36 .
  • the embodiment describes the configuration of the power supply device mounted on the electric vehicle 20 that is driven with power from the motor 32 .
  • the present disclosure may also be implemented by the configuration of a power supply device mounted on a hybrid vehicle that is driven with the power from a motor and the power from an engine or by the configuration of a power supply device built in stationary equipment such as construction equipment.
  • the control device may control the first boost converter and the second boost converter by employing one drive mode among a plurality of drive modes including a first drive mode in which only the first boost converter is driven, a second drive mode in which only the second boost converter is driven and a third drive mode in which both the first boost converter and the second boost converter are driven.
  • the first inductance of the first reactor included in the first boost converter is different from the second inductance of the second reactor included in the second boost converter. This provides different resonance frequencies in the first drive mode, in the second drive mode and in the third drive mode.
  • a load variable frequency may denote a drive frequency of the electric load
  • a first resonance frequency may denote a resonance frequency in the first drive mode
  • a second resonance frequency may denote a resonance frequency in the second drive mode
  • a third resonance frequency may denote a resonance frequency in the third drive mode.
  • the control device may prohibit the first drive mode, while permitting the second drive mode and the third drive mode, (2) when a difference between the load variable frequency and the second resonance frequency is less than a second threshold value, the control device may prohibit the second drive mode, while permitting the first drive mode and the third drive mode, (3) when a difference between the load variable frequency and the third resonance frequency is less than a third threshold value, the control device may prohibit the third drive mode, while permitting the first drive mode and the second drive mode, and (4) when the difference between the load variable frequency and the first resonance frequency is equal to or greater than the first threshold value, the difference between the load variable frequency and the second resonance frequency is equal to or greater than the second threshold value, and the difference between the load variable frequency and the third resonance frequency is equal to or greater than the third threshold value, the control device may permit the first drive mode, the second drive mode and the third drive mode.
  • the first threshold value, the second threshold value and the third threshold value may be all different values or may be all an identical value, or any two of the threshold values may be an identical value.
  • the battery 36 of the embodiment corresponds to the “power storage device”
  • the first boost converter 40 corresponds to the “first boost converter”
  • the second boost converter 41 corresponds to the “second boost converter”
  • the capacitor 46 corresponds to the “capacitor”
  • the electronic control unit 70 corresponds to the “control device”.
  • the motor 32 and inverter 34 of the embodiment correspond to the “electric load”.
  • the technique of the disclosure is preferably applicable to the manufacturing industries of the power supply device and so on.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Nonlinear Science (AREA)
  • General Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Dc-Dc Converters (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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CN111585438B (zh) * 2020-06-22 2021-02-12 广东省大湾区集成电路与系统应用研究院 多相dcdc转换控制电路及方法

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CN109698620A (zh) 2019-04-30
DE102018217715B4 (de) 2022-09-15
DE102018217715A1 (de) 2019-04-25
JP2019080404A (ja) 2019-05-23
US20190123651A1 (en) 2019-04-25
JP6897487B2 (ja) 2021-06-30
CN109698620B (zh) 2020-09-18

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